Piston and crankshaft connecting means for internal-combustion engines



A. PISTON AND CRANKSHAFT CONNECTING MEANS July4', l1950 R. PoAGE FORINTERNAL-coMBUsTIoN ENGINES 4 Sheets-Sheet 2 Filed oct. 8, 1945 305er'ZZPoagei Attorneys July 4, 195o y R. A. PoAGE 2,513,514 PISTON ANDCRANKSHAFT CONNECTING MEANS FOR INTERNAL-COMBUSTION ENGINES Filed Oct.8, 19.45 4 Sheets-Sheet 3 Sme/WM 50- Roelqaye July 4, 1950 R. A. PoAGE2,513,514

PISTON AND CRANKSHAFT CONNECTING MEANS l FOR INTERNAL-CQMBUSTION ENGINESFiled Oct. 8, 1945 4 Sheets-Sheet 4 aman Patented July 4, 1950 UNITEDSTAT PISTON AND CRANKSHAFT CONNECTING MEANS FOR INTERNAL-COMBUSTIONENGINES Robert A. image, Rails county, Mo.l Application October 8, 1945,Serial No. 621,130 b4 claims. (o1. 'M -5c) This present inventionrelates to Diesel engines which complete their cycle in two pistonstrokes; One of the objects of the invention is the design f an internalcombustion engine including cylinders disposed on both sides of thecrank shaft and pistons secured to one another and therefore moving inunison. Both pistons are stopped and started by a cushion of air thatrequires compressing every time the pistons require stopping andstarting. In the conventional connecting-rod engine the highpistonvelocity which is desirable as it gives distance in a short time.reaches a critical value which becomes the source of loss of power dueto the mechanical stresses involved in stopping and starting thepistons. The stopping and starting of the pistons is done by thecrankshaft and accounts for a loss of 50% in the two-stroke cycle and75% in the four-stroke cycle engine.

Near the completion of a compression stroke the air pressure risesrapidly and my pistons decelerate at an increasing rate at this time,thereby closely matching piston deceleration to force available to causesame. l

Another object of the invention is the provision of an engine thepistons of which are operated in pairs and the crank shaft of which isshort and rigid. The crank webs are -each formed into a flywheelaccommodating a removable crank pin and roller and counter balanced. Thecrank pin is keyed and locked in the crank webs and together with acrosstie makes the crank construction sturdy. Furthermore the webcrosstie acts as an emergency piston stop in the event of loss ofcompression.

Another and primary object of the invention is the construction of anengine the pistons of which hesitate at both the top and bottom ofstroke. The duration of the hesitation is to be determined by thedesigner. The main purpose is to obtain `a higher rate of accelerationand deceleration near the beginning and end of a stroke. This isaccomplished by permitting the :crank arm to get well past the centerline of cylinder bore before the piston gives way from the top and afterthe piston at the bottom ends its stroke. Thus higher acceleration fromthe top is obtained while the combustion pressure is highest,furthermore, the entire stroke consumes less time and crank shaftrotation. This results in more power.

The injection should be so timed as to obtain flame spread simultaneouswith the piston giving way from the top. The more rapidly the pistongives Way at this time, the shorter is the timeA during which thecylinder walls areexposed to the extremely high temperatures of theflames;` -I-Ieat thus saved early in the stroke will give'greaterpressure throughout the stroke.

The scavenging ports, uncovered by the pistons at the bottom of theirstrokes, are opened quickly to the fullest extent and remain open duringthe hesitation of the pistons. This permits improved scavenging withshallower ports that use up a lesser fraction of the 4power stroke asthe exhaust valves may be opened later in the power stroke.

Piston hesitation at the top of the stroke gives a stabilized, highcompression temperature prior to the injection of fuel; thusthe-ignition delay period is shortened, the accumulation of fuelreduced, detonation prevented and the proper timing of the injection atvarious speeds is simplied.

With these and other objectsin View the invention resides in the noveltyof construction, combination and arrangement of parts which will bekhereinafter specifically described and claimed in the appended claims.

For a full understanding of the invention reference is had to theaccompanying drawings in which: v

Figure 1 is a central longitudinal section of the intermediate part ofthe engine, the blower, injection pump and cylinder heads being shown inside view;

Figure 2 is a horizontal section of some parts, other parts being shownin plan view;

Figure 3 is a vertical detail section, showing the partsintheir positionat the beginning of the power stroke; v

Figure 4 is a vertical detail section, showing the partsl in mid-strokeposition;

Figure 5 is a Adetail side elevation of the crank;

Figure 6 is a plan View of the crank shaft;

Figure 7 is a vertical detail section on line 1 1 of Fig. 2;

Figure 8 is a view of the inner side of a section of the track member.

In the'drawing in which like characters of reierence designate like orsimilar parts, numeral 2 denotes each of four fiat feet which are fas-.tened to `a floor or other foundation by bolts 3 and support each aweb-like vertical frame portion 4. From the lateral edges of the flatbottom 5 of a crank case 6 extend upwardly and outwardly side walls 1each integral with or connected to a pair of the frame portions. The up-.per ends of the walls 'l merge into vertical side walls 8 each of whichhasA a relatively large Cir-1 cular opening registering with the otheropening cure the' ange and cylinder to the VVertical side l The sectionof each cyl-,4,

walls of the crank case. inder outwardly of the flange consists of aninner and outer shell providing an annuiar space il3in Y which coolingwater can circulateandconnected on its lower side and near the flange toan inlet pipe I4 and on its upper side and near the outer end of thecylinder head I5 to an outlet pipe I6.

On the front side of eithencylinderiheadfis an air cell retainer I1 andthe outermost end portion of each cylinder head is formed by 'a' valvecover I8 which contains a conventional rocker arm assembly I@operated'lbya--valve rod to be described. y

-Theforward'eendrof thelfvalve cover is 'conwardlyandconnected at theinner end -tov-aihousing'23vwhi'ch isattached by bolts 24 to'thef frontwallf'25 of the crank case. VThroughv eithery tube extends -a valveI-pushrod126,` thev inner Vvand? forl ward end 4offwhich is formed/i-n-to aball-f21. ffThe sameis received in aspherical socketiformedfinthe-outer end `of a cylindrical. carnffollower 28 which is slidablydisposed in a cylindrical'holiow in the housing and the headedinner-=endof which bears 4against oneI curved-sidepf -a cylindrical cam -disctILThe same is eccentrically. mounted upon a carn-fshaft liI whichlisjournaledninan openingfintheAv front wall 32--of the housinggan'dsurrounded by apack-ing 33 in the inner enlarged portion of the opening.The rear end of the cam shaft is -securedto or integral with the centralp piston of Figs-1, y2.

The injection pump 38 is connected1byafpipe 43 toan--injector-#44(Fig.'f2).

The crankshaft --gear *described is secured to the frontend-ofthe crankshaft 45 the aligned portions of whichd are -journ'aledf'in :bearingsQ11. Each bearing is mounted in anfapertureiformed in the outwardly land.inwardly enlarged central portion 43 of the-frontfwall or rearvwallf-f25-of the crankcase. Each'bearing is provided on `its inner sidewith-an oil groovell. Theuoilv groove-of the front bear-ing of f thecrank shaft communicates with the forward end of an oil conduit 52 whichextends through the front cylindrical portion,=the crank portion of theshaft, throughfonel half .of the crank pinvstill f to --be described,zand then radially throughthe crank pin to rollerbearings still to 1 beldescribed. f-An annular #housing I* 54 surrounds theportion of4thefcrank .'shaftproj ecting 'beyond i the Trearv wall offithercrankcase and is attachedy to such-"rear -wallPby bolts andretainsra` packing l5'I.

-The inner ends -ofthe cylindrical-aligned vvportions of the crankVshaft are each'integral.wi.th the.: counterbalanced v1Web-like l.wheel160 :of: cast steel. :Eachwvheel iis: provided with an Ieccentric splitopening 62 in which one end of a crank pin 63 is held by a key 64. Theseopenings are located diametrally opposite to the weighted portion 65 ofthe wheel and communicate each with a narrow radial slot B'I which maybe narrowed by tightening a bolt 69. The crank pin is surrounded by ahollow ring I0 containing pairs of conical .rollersi'lfwhicharelubricated by oil conducted vby'the'oil conduit 52 described (Fig. 2).Each I,pair of rollers are so arranged that the smaller `ends areadjacent to one another. Inwardly of `the' crank'ipin and roller bearingis a web cross- .tie .1.4. of heart-shaped cross section which connectsthe melbi-like wheels. This crosstie has a fragmentary cylindricalsurface concentric to the vlongitudinal axis of the crank pin and a pairof vintersectingconvex surfaces 'I6 and acts as an emergency piston stopin the event of loss of compression.

The roller bearing ring rotates within a track meinberll'flrwhich denesancopening land comprisestwosymmetrical halves fbolted together by bolts19. 'LThe sameare insertedin holes gil. (Fig. 8). Eachfhalfeconsistszofadiangeel extending laterally :ofr'the rtrack opening and .provided`atthe upper` and lower `ends .withe'parallel abutting por.- tionsthrough whic'hthezbolts extend. The openingiislbounde'dat the :top andbottom vby a semicylindricalsurfaoeizseitherof .which merges atthelflower-ror.npper;=ends into Yrelatively short at-surfaces'.f83.":Thesame terminate abruptly `at their upperor lower. ends .and form .a`blunt cornerlwith `'theiends of .ay .pair of vopposed shallow concavesurfacesil (Figs..1,;3, 4)

''Theroller bearingengagingilange Aof either half 'of the :track vmember`is connected at its outer'-=side by a. web '.851'to .1a. piston :85.and reinforced by-:an .intermediate .vertically disposed flange 81.Each ,piston has ,rings 88 V'nearits outer-lend.

iIii-1e preceedingdescription n:applies to :both lfialves-Yof-y thesymmetrical engine 1 structure.

-iEigure-B-'shows the left hand piston inzthe position at the beginning4ofthec powerv stroke. The cra-nk rollerv ring contacts the upper endof.the left-hands-hallow concave portion'idiand isabout to engage the-left-handllower at Surfaceg. Thecrank armi is='wel-ll past thecenterline of: .the cylinder bore and the f hesitation of v the pistonhas ende'd. -`At= the end' of they impending r'stroke the crank arm willoccupy a positiondiametrally oppositev of that-shown in-Figs 3.

*Figurei'showi the' parts in the position ofthe midstroke.

It will sbe understood'thats'thedetailsof :construction may be variedwit-hout departing! from the' spiritor'scope'of` theI invention -asdefined in theY appended claims. l

i What'claim" and desire'v to Aprotect-'by Letters Patentis: V

`L A piston and crankshaft connecting `means foryan internal'combustionengine comprising'an elongated-'yoke adapted to be connected to `theadjacent `ends :oftwoa-cpposed lreci-procatin-g pistons and .forming :arigid "connection therebetween, said yoke beingdisposedwithitsr longitundinal laxis'substantially*at aY right-angle to the axis-ofthepistons andhaving-'an elongatedopening extending iengthwise thereof Vand bound bycomplementary, substantially semi-'circular end surfaces, complementary-elong`ated, `internally concave "intermediate surfaces @andcomplementaryl opposed substantially lflat surfaces' betweensaiderid-:.suriaces and said .intermediatesurfaoesa'shafthavingjavportion .extendingthroughnnd movable in the yoke openingat a right angle to the axis of the pistons, a pair of disks xed to theshalt in spaced parallel relationship and disposed one on each side ofthe yoke, and a crank pin extending between the disks and connectedthereto eccentrically of the shaft, said crank pin extending through theyoke opening and being disposed for movement therein to engage each ofsaid yoke surfaces during each revolution of the shaft, the shaftportion disposed between the disks being recessed to provide an outerconcave portion disposed adjacent the crank pin and an inner portionterminating adjacent the axis of the shaft and defined by correspondingconvex inwardly merging portions, said shaft portion being in radialalignment with the crank pin to provide a piston stop.

2. A piston and crank shaft connecting means as in claim 1, the distancebetween the inner edge of said shaft portion and the outer part of thecrank pin being only slightly less than the width of the Widest,intermediate part of the yoke opening.

3. A piston and crank shaft connecting means as in claim 1, said disksbeing counter-balanced with respect to the crank pin to form a flywheel.

4. A piston and crank shaft connecting means as in claim 1, said yokebeing formed of detachably connected corresponding symmetrical halveseach adapted to be formed integral with one of the pistons.

ROBERT A. POAGE.

REFERENCES CITED The following references are of record in the le ofthis patent: f

UNITED STATES PATENTS Number Name Date 399,593 Worth Mar. 12, 1889956,881 Bonnett May 3, 1910 981,995 Godlove et al Jan. 17, 19111,045,505 Braver Nov. 26, 1912 1,089,645 Jenkins Mar. 10, 1914 1,125,486Dawson Jan. 19, 1915 1,443,282 Scott Jan. 23, 1923 1,845,702' EvinrudeFeb. 16, 1932 2,076,892 Irgens Apr. 13, 1937 2,229,545 Beckstrom Jan.21, 1941 2,259,196 Beckstrom Oct. 14, 1941 2,405,016 Cook July 30, 1946FOREIGN PATENTS Number Country Date 22,694 Great Britain of 1902

